Lanacio montes de oca y melian



(NO Model.)

2`Sheets-Sheet 1. IGNACIO MONTES DE OOA Y MELIAN.

AERIAL RAILWAY.

616,669,466. Patented 061;. 16, 1696 i ci 6 1E m A A El# /1 ti m N y*Ma; 4MM

(No'Model.) v2 Sheets-Sheet 2,

IGNACIO MONTES DE 00A YAMELIAN. AERIAL RAILWAY.

No. 569,468. Patented Qct. 13, 1896,

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T c nonmsgsrcns 56;. movoLm-m, wnsnmacu o c UNITED STATES PATENT OFFICE.

IGNACIO MONTES DE OOA Y MELIAN, OF NE\V YORK, N. Y.

AERIAL RAl LWAY.

SPECIFICATION forming' part of Letters Patent No. 569,468, dated October13, 1896.

Application liled January 14, 1896. Serial No. 575,440. (No model.)

To all whom t may concern:

Be it known that I, IGNACIO MoNrEs DE OCA Y MELIAN, a subject of theKing of Spain, temporarily a resident of New York, in the county andState of N ew York, have invented certain new and useful Improvements inAerial Railways, of which the following is a full, clear, and exactdescription.

My invention relates to that class of aerial railways in which the carsare suspended from a cable, being provided with a'trolley which runs onthe cable. In ordinary construction of such aerial cable-railways thecable is held in stationary supports, and in consequence of thisarrangement the hangers connecting the trolley to the car can extend onone side of the cable only, since otherwise they would collide with thesupports of the cable. It will be obvious that a car connected tothetrolley by double hangers, one at each side of the cable, presents amuch higher degree of safety than the usual construction, since even inthe event of the trolley running off the cable there would be no dangerof the car falling from the elevated structure, as either of the hangerswould in such an emergency come into supporting engagement with thecable.

The obj ect of my invention is to provide an improved construction inrailways of the above-indicated class whereby the application of doublehangers will be rendered pos sible and the safety of the traflicincreased accordingly.

To this end my invention consists in a peculiar construction of movablesupports for the cable whereby the path will be cleared for the hangersas the car passes the supports, without, however, leaving the cableunsupported at any time.

The invention also consists in other novel features of constructionrelating to the means for operating the movable supports and to thetrolley, all as hereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in all the gures.

Figure l is a broken side elevation of my improved railway, showing thecable with one of its movable supports and a car on the cable. Fig. 2 isa broken front or end elevation with parts in section. Fig. 3 is abroken longitudinal sectional elevation of the trolley on the cable.Fig. 4i is a broken .cross-sectional elevation of the trolley. Fig. 5 isan end view of a guide for the cable, the latter being shown in section;and Figs. 6 and 7 are diagrammatic plans illustrating the operationV ofthe improvement.

A are the columns which carry the supports B for the cable C, on whichrun the trolleys D of the cars E. Each column has a reduced cylindricalupper portion A', at the ends whereof are located ball-bearin gs F, onwhich is held to turn a sleeve G, forming part of the cable support B.This support comprises arms II, rigidly secured to the sleeve G andradiating therefrom, the arms being preferably inclined slightlydownward toward their outer ends, and the extreme ends of the arms arepreferably bent downward Inore abruptly, as shown at II, for a purposeto be stated presently. The arms H are secured to the upper portion ofthe sleeve G, and the cable C rests on said arms, as illustrated byFigs. l, 2, 6, and 7.

On the cable C is held to run the car E, the body of which may be givenany approved formation. Said car is suspended by means of hangers I,ext-ending at each side of the cable from a carriage or trolley D. Thesaid trolley comprises a frame or casing J, which is open only at thebottom and at its front and rear walls tok allow the cable to passthrough them. As will be seen in Fig. 4, the side walls of the ycasingare spaced at a distance approximately equal to the diameter of thecable, and in case of any lateral oscillation of the trolley will engagethe sides of the cable, so as to form a guide therefor. In the said sidewalls are journaled the transverse rollers K, preferably loosely mountedon fixed pivots L, and independent loose disks M are mounted on saidpivots between the ends of the rollers K and the side walls of thecasing J. These disks serve to take up the end thrust and reducefriction. The casing J is surrounded bya shield N, which extendsdownward far enough to prevent the ends H of the arm H from catchinginto the hangers I. The rollers, as shown in Fig. 3, may consist ofseveral sleeves loose upon one another.

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To further guide the cable C, I pivot to the casing J, as at O', an armor yoke O, which extends beyond the end of the trolley D and has at itsfree end a guide or holder for the cable. Said guide consists of ahook-shaped end portion O2 and a hinge member O3, connected thereto andhaving its free end O4 adapted to be locked to the arm O by means of aring O5, sliding thereon. (See Fig. 5.) There are two such arms or yokesO secured to the trolley D, each extending beyond one end thereof. Onlyone of the yokes, the one located at theforward end of the car, is inuse at a time, the other yoke being raised out of engagement with thecable. (See Fig. l.)

To each yoke, preferably' at the hook O2 thereof, is secured an eye O6or equivalent device adapted to receive the traction-cable by means ofwhich the car is propelled. I do not, however, limit myself to anyparticular means of propulsion.

In order to turn the supports B so as to allow the trolley D and hangersI to pass the supports without colliding with them, I provide teeth orpins E upon the bottom of the car E, and similar teeth or pins P areformed upon awheel P at the lower portion of the sleeve G. The teeth Eare preferably spaced at about double the distance of the teeth P', soas to insure proper engagement of the teeth notwithstanding` the lateralswaying of the suspended car.

The operation of the railway will be obvious. The cable C normally restson one of the arms II only, and at each passage of a car the sleeve G isgiven one-fourth of a revolution, (there being four arms in theconstruction shown.) During the turning of the sleeve the support of thecable is gradually shifted from one arm H to the next arm, the cabletemporarily resting on two arms. The outer ends H of the arms beinggiven a decided downward bend, there is no danger of the cable gettingbelow the arm instead of riding up the same when the next arm swingsinto position.

The columns A may form a part of the structure of an ordinary elevatedrailway, as shown in Figs. 2, 6, and 7. In this case another parallelseries of columns A2 is provided, which are connected by transversebeams or trusses Q, carrying the longitudinal beams R, on which restties S of the rails T. Some of the ties may rest directly on thetransverse beams Q.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patentl. In an aerial railway, the combination of acable on which cars are adapted to run, revoluble supporting-armsengaging the cable, and a wheel secured to the shaft of said arms,

and adapted to be engaged and turned by the cars, substantially asdescribed.

2. In an aerial railway, the combination of a cable on which cars areadapted to run, revoluble supporting-arms engaging the cable, and awheel secured to the shaft of said arms and provided with pins or teethadapted to be engaged and turned by projections on the cars,substantially as described.

3. A car for aerial railways of the class described, provided with aseries of projections located in substantially the same horizontal planeand adapted to turn a wheel mounted to rotate about a stationaryvertical axis, substantially as described.

4. The combination of the cable, the rotatable vert-ical sleeve or shafthaving arms in supporting engagement with the cable, a wheel on saidshaft, and a car adapted to run on the cable and provided with means forautomatically turning the wheel during the passage of the carat thesupport, substantially as described.

5. A car for aerial railways, comprising a car proper or body, acarriage or trolley located above the body and adapted to run upon acable, and hangers extending from each side of the trolley to thecar-body, forming an inclosed space for the reception of the cable, toprevent the car from being thrown off the cable in case of thetrolleyleaving the cable, substantially as described.

6. A trolley for aerial railways, comprising a casing, and rollersjournaled therein and adapted to engage the cable, the side walls of`the casing projecting below the rollers to limit the lateral movement ofthe trolley, substantially as described.

7. The combination of the car-body, the hangers at the upper endthereof, the trolley connected to the hangers, and the shieldsurrounding the trolley and covering the upper ends of the hangers, asand for the purpose set forth.

8. A trolley for aerial railways, comprising a trolley proper adapted torun on a cable, and a yoke or arm pivoted to the trolley and having atits free end a guide adapted to receive the cable, substantially asdescribed.

9. A trolley for aerial railways, comprising a trolley proper adapted torun on a cable, and a yoke or arm pivoted to the trolley and having itsfree end formed with a hook adapted to receive the cable, a hinged mem-Vber. for closing the opening of the hook, and means for locking thehinged member, substantially as described.

IGNACIO MONTES DE OCA Y MELIAN.

Vitnesses:

JOHN Lo'rKA, JNO. M. RITTER.

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